Train control system



Aug. 16, 1932. A. G. sHAvx-:R

TRAIN CONTROL SYSTEM Filed nec. 18. 1922 Patented Aug. 16, 1932 -UNITEOsTfA'iflEfs PATENT- foFFicE,

ARCHIBALD G. s'IIAVEIt, "or CHICAGO, 'III'LINoIsjAssIGNOIt To THE REGANSAFETY" DEVICES COMPANY, INC., or NEW YORK, N L'Y., AY CORPORATION. orNEW YORK i yunder unsafe traffic conditions. plish this it is requisitethat a roadside mechf TRAIN CONm-ROL'sYsrEM l I i Application ledDecember 18, 1922. v Serial No. 607,688.

Thisl inventionrelates to a traincontrolsystem and more particularly toa system for Controlling the movement of trains ailtomatically byroadside mechanism and manually by the'engineman on the train, and hasspecial reference to the provision of a sys` tem in Whichautomaticcontrol is so coni-I bined With manual control as to assure absolutesafety While permitting proper dispatch in the movement of trains.

(lne of the principal objects ofmy present invention comprehendsV theprovision of a train control system in Which train Acarried mechanismfor governing the operation `of the train'isautomatically controlled byroadside mechanism operable in accordance With.y

roadside conditions in such amanner that the running operation of thetrain under unsafe traliic conditions is made dependentv upon suolitraffic conditions only so .as to pro-v vide absolute safety in trainoperation, Yand inV which the co-operative control by the engineman isnecessitated to supplement the automatic control for producing efficientand.V

expeditious train movement. i

In the rproduction of an efficient train control system one ofthefactors of paramount 4 importance isjthat of providing for the elementof absolute safety of train movement To accomanism reflecting theconditions on the roadside should assuine unchallenged predominanceincontrolling the behaviour of the train -undei hazardous conditions,andthat any condition of control impressed orrimposedon an unsafely movinglvehicle, by the roadside mechanism should be beyond human interference.Another desideratum 'of infinite importance, however, is` that ofproviding a system in Which `the engineman is restrained from shiftingor casting the full burden of control upon the automatic train controlmechanism, substitution ofthe automatic mechanism alone f. for theengineman being highly undesirable in practice, TheA ideal mode ofcontrolling the movement'of trains is that in which the engineman iscon,

pelled to be alert, or is deterred or restrained from being rem-iss inyhis duties so that proper l, handling ofthe tra-.in is enforced and inini-Which when so supplanted the automatic control is the dominantfactor until safe runningiconditions of the train is resumed andA theengineman again assumes control. When the engineman and the automatictrain con- Y trol mechanism are made to co-operate in this 360.

manner, the .one acting as a check upon the other, absolute safety andproper dispatch in the running of trains is assured. i i By my presentinvention to accomplishV this object I provide a train control system c5inivliich fullcontrol of the train is left in` the hands of theengineman so long as he is properly performing his duties in Obedienceto and in conformity Withthe indications of the roadside signallingapparatus, in which the control of the train is automatically taken fromthe engineman Who is incapacitated or remissin the performance ofy hisduties. and the train is automatically operated in accordance Withroadside conditions,

andv in Which the engineman is compelled to be alert yand to again takecharge of the o p-v eration of the train in order to avoid an un*desirable condition of train control, the system thus combining thefactor `of absolute safety by making train operation dependent fuponthey automatic dictation of the roadside -iiiechanisniunder hazardousconditions with the factor of proper train r4,dispatching by makingtlie'eiiicient movement ofthe train ,85s

dependent upon the activity and alertness ofthe engineman. i Y Y Anotherprincipal object of the present invention relates to the provision of atrain control system in which kthe movement of Vthe i" i vehicle iscontrolled Within thek limits of three' permissible speeds including amaximum'speedbeyond which the vehicle cannot run, a medium speed underwhich the vehicle must approach points of danger fandrun 951 inlocalities Where a greater speed would be f unsafe, and a loWspeedfabove Whichthe vehicle cannot runin unsafe localities, asinrblocks occupied by other trains. In accom- Y plishing this object ofthe invention, the de- 1m when roadside conditions require themovementof the vehicle under the medium speed, the train is automaticallycontrolled to retard the speed to or'below the predetermined mediumlimit, and if a speed greater than the low speed is attempted when theroadside conditions require a low speed `restriction on the train, thetrain is automatically controlled for compelling movement of the trainat or under the said predetermined low speed. i

In the train control system of .my present invention, a roadsidemechanism is employed for controlling the operation of a train carriedmechanism, the said roadside mechanism including a means fortransmitting energy from the roadside to the vehicle under` safeoperating conditions and for inhibiting the transmission ofenergy underdanger operating conditions. Since the energy transmitting means on theroadside is the controlling element and the automatic dictator of themanner in which the train should be operated, it is highly essentialthat the operation of such energy transmitting means be renderedabsolutely safe and dependable. It is therefore a further principalobject of the present invention to provide -a roadside mechanism inwhich the parts are so constructed and inter-related that thepossibility of defective behaviour of the energy transmitting means isreduced to a minimum, and thatv any existing defect in such transmittingmeans be indicated to theengineman by the block signalling system sothat he may control or operate his train accordingly.

Further and ancillary objects of the present invention are the provisionof a system in which a warning is given tov the engineman by an audiblesignal when the exhausting of air from the brake pipe takes place in theevent of an automatic application of the brakes ;l the provision of atrain control system in which the roadside mechanism for controlling themovement of the train and the roadside signalling apparatus are underthe control of track switch means for divertling movement of the trainfrom a main track to a passing tracksiding, so that when it is desiredto divert the motion of the train the train control mechanism and thesignalling apparatus are operated to produce restrictive train running;and the general provision of a train control system of this nature inwhich the manifold functions desired to be accomplished maybe obtainedby apparatus of relatively simple construction. Y ATo the accomplishmentof the foregoing andsuch other objects as may hereinafter ap- Ythe trainmay be operated by the engineman underl personal` control' without theintervention of the automatic train control if the engineman is properlydischarging his duties,

and showing the manner in which the tra-in is automatically controlledin the event that the engineman is remiss in his duties. Y

In the train control system of my present invention, for directlycontrolling the movement of the train there is provided anelectro-responsive device for controlling theV operation of the airbrake system, the said electro-responsive device being under the controlof cooperating train and roadside mechanism and being operated therebyin accordance with roadside conditions. The electroresponsive devicecomprises in the preferred construction an electromagnet 20 whichcontrols the operation of a combined reservoir and brake valve 21 of thetype disclosed in my Patent No. 1,411,526 of April 4, 1922, and in thecopending application of Allen VB. Kendall Serial No. 448,046 ofFebruary 7, 1921, the said reservoir and brake valvebeing interposedbetween the main reservoir 22 of the air brake system and the enginemansbrake valve 23, and being connected thereto by means of the piping 24and 25 respectively, the saidV reservoir and brake valve 21 including areservoir valve which under normal conditions permits the free iow ofreservoir air from the main-reservoir 22 to the enginemans brake valve23, and which under unsafe running conditions of the train is closed tocut off the supply of air from the main reservoir to the enginemansbrake valve. The combined reservoir and brake valve 21 is also connectedby means of the pipe 26 to the brake pipe of the air brake system and bymeans of a pipe 27 to an exhaust control valve mechanism 28 such as isdisclosed and claimed in my copending application Serial No. 292,548,the said exhaust control valve 28 being connected by means of thepip-ing 29 to the pipe 24 leading from the main reservoir 22, theconstruction and operation of these parts being such that under normalrunning conditions of the train the brake valve of the valve mechanism21 is closed to prevent venting communication between the air brakesystem and the exhaust control valve 28, and under abnormalrunningconditions of the train the said valve is l opened to ,effectntercommunication ibefv' tween the pipes 26.a11d 27 for :the rentingkothe brake Jpipe of the train throughtheA ef'yllaust Control valve 28 toatmosphere. In. igthepresent construction, there is4 also prof;

vided an audiblesignal such las a Whistle 3 0 which connects .to thel.eX-haustof the lex?. haust'control valve 28 bymeans ot-,apipeV 31 Ysothat the engineman is warned or api. lfprised .by sound-ing of .the`audible signal of the exhausting of Vair from the vbrake pipe of anautomatic .applcationaofthe in .case

brakes.

l For the. purpose of rendering theauto 16 matic `control mechanisminactive, as when it is desiiiedrto run the train Without automatic ncontrol, there is provided ahy-pass 32 connectingthe pipes 24 and 25,the said b y-pass being controlledby a cock 33 which is nor- ?.QjmallyClosed and Lwhich is shown in closed position in Figure l?, the openingof thevvalve permitting the free low` of reservoir air from the mainreservoir 22 to the enginemans brake valve 23 yirrespective of vany.operation 25 foif the reservoir and brake valve 21; and there is alsoprovided a Cock 34 in the piping 26,

thesaid cock being normally open and beingk closed when it is desired torender inoperative the control of the brake valve of the res- SOuierVoirand brakevalve 21. s p v As disclosed in my above mentioned patent, inthe operation of the system theelectromagnet 20 is energized under saferoadsideconditions and is deenergizeduiider un safe roadside conditionsto'eiiect the desired operations of the reservoir and brake valvemechanism'21. Forl directly controlling the operation of theelectromagnet 20 there is provided a train carried circuit `which is49', normally energized by a train carried source of'energy such as thebatteryf35, the said circuit including the resistance 9 leading from thepositive terminal of the battery 35, conductors 36, 37, 38,39, 40,electromagnet 20,

4\conductor V41,v movable' contact 42 Which is movable to any ofv aplurality rofpositions as Yshown in `ll`igure 1, and which normallyoccupies the inclined full line position as shown in said ligure,-th`econtact point 43,

bQeonductor 44, contact point Z, a' speed -circuit controller connectedto the Wheels ko the vehicle and operated thereby, a common contactpoint 46, and conductor 47 to the `negative terminal of the battery ,35.lith this .con-

55jstruction, it will be seen that this controlling circuit is normallyclosed for effecting the energization ofthe electromagnet 20 when thecontact 42 is in the full line position as indicated, and when thecircuit controller con- 605Ht'acts Z and 46 are bridged by the circuitcontroller 45. The contact 42 is closed as hereinbefore referred to, andas will be described presently in detail When the train is running undersafe roadside conditions, and the "Izontacts Z and 46 of the speedcircuit controller are so adjusted to keep this 1circuit closed when thetra-in is running below a -predetermined maximum speed ,such forexampleas 70 miles an hour and to open the circuit of a roadside energytransmitting device- Which in the present form ,of my inventioncomprises a plurality of rramp rails spaced along the roadside, a railsuchas indicated at 48 being provided for each section or block ofthetrack, the said ramp railv com-1v prising means for transmitting energyVto-a train carried shoe mechanism 49 under safe roadside conditions,such energy being transmitted to a translating device such as a relay50, the action Aof Which directly controls the operation of thecontact42. Under normal running conditions of the train with the train runningbetween ramp rails, the translating device k50 which may comprise arelay of the i rtype disclosed in the copendingapplication of A. B.Kendall Serial No. 404,375 of August 18, 1920, and -Whichincludes anelectromagl net locking device 51, is Venergized by the `train carriedbattery 35 through .a local circuit including the said battery, theresistance r,

conductor 36, a conductor 52, relay Contact 53 in the full line positionshown, conductor54,

contacts 55 and 56 normally bridged by switch element 57 attached to formovement; with the shoe 49, conductor 58, the relay and relay lock 50and 51, conductor `59, contacts-60 and 61 normally bridged bythe switchelement 62 attached to for movement With the shoe 49, the conductory 63,the relay `Contact 64 in the full line position shown, yand conduct-or65 to the negative pole of the battery 35.

lll'

When the train passes a ramp under. safe roadside conditions, thetranslating relay 56L is controlled by the .cooperation ofthe shoe 49and the ramp 48, the cooperation being such that as the shoe 49 ridesover the rampv v48 the normally closed local train circuit for relay 50is `'opened andanother circuit substituted therefor, Whchother circuitis operf ated in responseto roadside or traftic conditions. Thesubstituted circuit comprises a.

partial `roadside circuit which is connected to the ramp 48 and apartialtrain carried circuit which is connected to the shoe 49, the twopartial circuits combining to form a completed circuit for operating therelay 56.

In the present construction the partial roadside Vcircuit `includesessentially ka roadside 'tion it will be furthermore apparent that aspole changer including the movable contactsy 67 and 68 under the-controlof a relay D, a

4 circuit` make and break device 69 under the i control of a relay H,and one oflthe track rails T, the said circuit being traced from theramp 48 by the conductor 7 0,A the contact 68, the front contact point71, the-conductor 72, the battery 66, conductors 7 3 -and 74, the frontcontactpoint 75, the contact-67, the conductor 76, a relay 77, theconductors 78 and 79, contact '69, conductors 80 and 8l, a normallyclosed switch 82 and a conductor 83 connected to one of the rails T. Thepartial-cooperating'vehicle circuit may be traced from the shoe 49 whichcontacts the ramp 48 through the conductor 84, a contact 85 which isconnected to the Vcontact 56 by means of the switch element 57 bridgingthe same when the` shoe vr49 isvraised by engagement with the ramp 48,

the contact 56, the conductor 58, the relay and lock therefor 50 and 5l,the conductor 59, the contact 60, the contact 86 connected thereto .bymeans of the switch element 62 which bridges these contacts uponelevation of the shoe 49, and conductor 87 connected to theV frameworkof the Vehicle. lVitli this construction and arrangement, it will beevident that when the shoe 49 engages a ramp 48 the `relay 50 will becontrolled by avcircuit which is completed by the engagementof the shoe49 and a ramp 48 and the electrical connection between the framework ofthe vehicle and a track rail T. Under normal running conditions of thevehicle, the contacts 67 and 68 of the roadside pole changer are in theposition as shown in Figure l, contacting with the front contact points75 and 71 respectively, and under this condition the cooperating vehicleand roadside partial circuits form a completed closed circuit forenergizing the relay 50 with current ofa given polarity or direction tohold or maintainthe relay contacts such as 53, 64 and 42 in the fullline position vshown in the drawing. With this constructhe shoe 49leaves the ramp 48 under clear roadside conditions, the local orlvehicle circuit for controlling the relay 50 will be resubstituted forthe combined roadside and vehicle partial circuits for energizing the-said relay to maintain the contacts thereof in the normal full lineposition. Y

As hereinbefore referred to,- one of the principal objects of thepresent invention relates to the provision of a train `control system inwhich the train is automatically controlled by the roadside mechanism'without' opposition or interference by the engineman of the train sothat any automatic dictation made by the roadside mechanism cannot becancelled by the intervention of the engineman, this to produce a factorof absolute safety in train control, and in which the en- *gineman forthe proper dispatch-of the train is fcompelled to cooperate with theautomatic' mechanism, thus providing a system in which automatic'operation and manual control by the engineman are combined to reduce therisks resulting from any possible defective'- dition, such for exampleas under caution or danger roadside conditions, to produce a stoppingeffect on the train, the engineman being called upon to modify thecontrol of the train and track mechanism and to forestall a complete orfull stop by a positive act on his part, such forestalling, however,being made impossible until the train stopping ei'iect has beeninitiated and until such a-'stage of the eifect has been reached as isconsistent With a safe running operation of the train under theparticular roadside condition then eifective. More specifically, in thesystem of my present invention, full control of the train is left in thehands of the engineman who is properly discharging his duties, and onlyas aconsequence of nonobservance by the engineman of the indicai tionsof the roadside signalling apparatus,

is the train automatically controlled to bring the same to a stop, andthe engineman is then compelled to be alert and to intervene toforestall a full stop, such forestalling being rendered operative orpossible only when a safe yrunning condition of the train is reached,the

tion and to bring the train to a halt under lois' caution and dangertrack conditions, the

opening lof the circuit for controlling the act-ion of the magnet 2Ounder both caution and danger roadside conditions, the said contactbeing moved to the inclined dotted line position and to the verticaldotted line position under such caution and danger conditionsrespectively.

For eecting the movement of the contact 42'to the inclined dotted lineposition under caution track conditions, the relay 50 is' contact 42 'isso controlled as to effect the i201' 15a-meu 1 transmitted in onedirection' tothe coil thereof', the' contactswill be moved and held inone position as shown in the full lines in- Figure 1;-whil`e with thecurrent transmitted .inr a reverse direction the contacts will bev movedand held in vanother position as yshown by the incl-ined dotted linesinthe figure; and where with no current transmitted for energizing thelrelay, the contactsl will move to the vertical or neutral dotted lineposition show-n1 in the figure. VUnder caution track conditions therel-ay 50 is energized by'current of'an opposite direction or polaritywhen the shoe 49 contacts the rampv 458, the combined circuit formed bythe partial roadside and' vehicle circuits controlling the action oftherelay being energized from the roadside battery 66 withcurrent flowing'in a direction opposite to the normal iow thereof,

this reversal of direction of current being ac compl-ished by movementof the contacts 67 and-68 of the roadside pole changer eii'ecting theopening' of the front contact points 7 5V andf 71` respectively andA theclosing of the back' contact points-88 and 89 respectively, 'l hisoperation being' accomplished by the de'- energization of the relay Das' will be described l'i'erein after.' lVhen the shoe t9-leaves theramp 48 under these caution conditions, the relay 50 remains energizedby a current ot opposite polarity, this.' relay being4 thereaftercontrolled by the vehicle battery 35 andv energizedV by' means' of thecircnitincluding the resistance r, conductors' 3 6' and 37, conductor90",'conta'ct tfin the oblique dotted line position, conductor 63',contacts 61 and! 60, conductor 59', the relay lock and' relay 5l and50'; conducto-r 58, contacts-56i and? 55, conductor 54, contact 53' inoblique dotted line position', and conductors 91 and 65. The contact l42, however, when movedfto th'eoblique dotted li-'ne position, maintainsthe circuit control'- ling'the valve electromagnet 20 open and the saidelectromagnet 'deenergized to bring'the vehicle to a halt. p f

'For'thepurpose'of orestal'ling a complete stopping ofthe vehicle, Iprovide amanually operable forestall-ing mechanism which when opera-tedby the engineman will close a second circuit for controlling the actionof the valve electromagnet 2O and for placing the same under thecontrol' of the speed ofthe vehicle so that amedium speed' running' maybe permitted under such condi- Jrions. thesa'id second circuit bei-ngoperable, however, only after the stop' eiiect has been initiated andwhen the speed of' the vehicle has'be'en reduced to or below the saidmedium y limit so that for'estalling is made possible only after arrsaferunning operation of the vehicle hasv been attained. To`tliis`end,`I

provide the manually operable -forestalling mechanism` generally`designated' as 92' which` in the present construction comprises' a;stick relay switch, means so; manually controlled a'sto be operableonlyl by a single@ impulse, the 'said' stick'rela'y switchincluding'yan' elec-v tromagnet 93, aplurality of contacts. 94T and 95, and aVmanually operableJ single impulse push button control' 96f which underynormal' conditions assumesZ the position. shown in Figure' 1` with thecontacts 911@k 'andi 95^open1k and-'which may be operated VVwhen thesafe`V running operation of' the train is reached to energize 'the-valveelectromagnet 20, thisv single impulse operated stick relay beingpreferably of a construction as disclosed ixr my copending' applicationSerial N"o 634,053, filed AprilV 23', 1923i: Iln this constructionL thesingle impulse' relay oomprisesa slidable" stem' or plunger 97 movablefrom thel normally descended position shownto an ascend'-4 edi positionfor' engaging' and' moving-the contacts 94' andi 95 and thereceptacleshaped push'y button device 96 which. contains` a-` fluid, theplunger 97 being vprovided with a' bottom diskyor piston shaped*y memberslightly spaced from the` walls of the push, button receptacle96, theconstruction being' such that when the ,pushl button 96` is operatedtovanascended position a single'impu'lse will' be transmitted to` the`plunger 9? andi thelatter wilflthereafterbe free to move.

to' descended position whether` or' not thel push button*` receptacleisi held inascended position or` released for movement to the descendedposition.` When-the push button 96S:

is operated to close the contacts', the Huid in the receptacle actsagainst they piston 01?' the 'plungerl-to' transmit the opera-tion: tomove the plunger and the con-tactsY to the' ascended position, theplunger being thereafter-free to gravitate since the fluidy con-ftainedv in thef receptacle ^96` gradually see-ps'y through the`clearanceprovided between the piston and thereceptacl'e wall.

When the train carried circuits are auto-` matically operated undercaution conditions and when the train has been reduced'to apredetermined medium speed', the push button 96 is actuated? by theengineman to -orestall a fullv stop, and by actuatingthe push' button 96the contacts 94 and 95 arel elevated by meansof the `plunger 97, the'contact 94 beingA effective for= closing a' holdingr or' stick circuitfor energizing the electroma'gnet 93, the said circuit comprising thevehicle battery 35, the resistance 1', conclue--l tors 36', 37, 38- and39, a conductor 98', the ,c i

coil' of the e1ectromagnetA 93, conductor 99,

contact 94 closedby the ascending movement l l of the plunger 97,conductor 100, conductorv 101, a contact Y adjusted sothat when the ltrainV is running above a predetermined medium speed the said contact 1sopenas shown in the' drawing andwhen the trai-n 1s; running -at or belowthe predetermined medium speed the said contact engages the speedcircuit controller 45 for closing the circuit to the'common contact 46and conductor 47 to the battery 35. This circuit, therefore, when thetrain is running above a medium speed as under normal conditions, willcause the deenergization of the stick relay electromagnet 93 and theopening of the contact 94 so that the stick relay assumes the conditionas indicated in Figure 1. With this construction it will be furthermoreseen that the `closing of this circuit is rendered possible only WhenVthe train is mo-ving below the predetermined medium speed or when thetrain has been reduced to such speed. v Whenptlie safe running speed ofthe vehicle has been attained and upon manual operation of the mediumspeed release key 96, the contacts 94 and 95 are held inelevatedposition, the contact .94 closing the stick circuit asvdescribed and thecontact closing a circuit `for controlling the operation of theclectromagn'et under the control of thespeed of the yvehicle by meansofthe circuit comprising `the battery 35, the resistance 1', theconductors 36, 37, 38, 39 and 40, electromagnet 20, conductor l41, aconductor102 leading to a vContact or make and break device 103 I alsoycontrolled by fthethree-position relay 50,the.said contact under thecaution conditions being in the oblique dotted line posi'- tion forengaging lthe contact point 104, the circuit further including theconductor 105, the contact point 106, Contact 95 closed, the conductorsand 101, contact Y closed when the train has reached the predeterminedmediumspeed, contact point 46 and conductor 47 to battery` 35, With thiscontrolling circuitA itmwill therefore be seen that when the roadsideramp 48- indicates caution andvtransmits afcaution indication to therelay. 50 for causing the opening ofthe cir cuit to the electromagnet 20kfor applying the brakes, the j vehicle will be .brought to a.. haltunless the enginemanoperatesthe forestalling button or `push key `96,'the action ofthe `circuits vcontrolled-by the fore stalling relay/92being rendered operative only after the stop effect for bringing thevehicleto a halt has been initiated, and only after "a predeterminedstageY of such stop effect has been reached corresponding to saferunning conditionsunder cautionA roadside conditions, such as thepredetermined medium'A speed'lfor which the contact Y is adjusted.-v

It will the medium speed is exceeded, the stickrelay 93 will'bedeenergized necessitating reduction of the speed of the train andanother manual operation' of the push key 96.

Itis deemed advisablethat when an engineman of atrainobeys theindications -of the be-further seen that when the trainr iszrunningunder 'a caution7 restriction and roadside signallingk apparatus, notonly should no automatic application ofthe brakes take place on enteringa caution, block, but it should not rbe necessary for the enginemanto'operate a forestalling device to avoid an automatic applicationAunder'such conditions. vTo accomplish this resultI have found itdesirable toA control the stick relay 93 by a shunt circuit includingthe conductor 107, the Contact 108 which is closed underV normalconditions only, and the ,conductor 109, the said conductors and contactcomprising a shunt across th-e contact 94v and conductor 99 so that whenthetrain is runningat a speed belovT the predetermined medium speed,relay 93 is energized to close thel stick circuit controlling the saineandr to close 4the circuit embracing the electro magnet 20 and the speedcircuit controller 45, so that it will be possible for a train todetermined niedium limit without an automatic application of the brakestaking place, and without the necessity of operating the forestallingmechanism, the circuit controlled by the forestalling device 92 beingautomatically substitutedfor the normal circuit controlling theoperationrof `the electromagnet 20. With this construction, it will beseen, however, that if after passing thefcaution7 ramp thel prescribedmedium speed is exceeded, then an automatic application will take placeby theopening of t-he circuit at the contact Y, andto prevent a fullstop it will be necessary for the engineman to reduce the speed of thetrain and to operate the medium speed orestalling device.

By'the provision ofl the above described' circuits, it will be seen thatunder normal running conditions of the train the operation thereof isunder the full control of the engineman, and that under unsafe tracconditionsand improper handling of the train, the train is automaticallycontrolled. in response-toA roadside or ltrailic conditions without the`possibility of any intervention on the part* undesirable stop undercautionv trackcon-v ditions, 'a positive act on the part of theengineman being thus required to forestall the stop, with the act offorestalling being rendered possible only after safe ruiming' conditionsof the train have been resumed, automatic control of the train being inthis manner combined with manual cont-rol thereof to provide forexpeditious operation lof the train without any sacrifice oflsafety.

For edecting the movement of the contact 42 and the other'relay contactsto neutral' vertical dottedline position under danger track conditionsthe partial roadside-circuit connected to the yramp is opened by theopeningof the contact 69 controlled by the relay H as heretoforementioned and as will be described more in detail hereinafter, theopening of this partialycircuit preventing any transmission Vof energy`to the vehicle relay 50, the said relay 50 being deenergizedby theelevation of the shoe 49 when the saine rides the ramp 48, the contactscontrolled by the rel-ay 5,0 thereby moving to theneutral dotted lineposition. As heretofore mentioned, the movement ofthe contacts to theneutral position, and especially the contact 42, eifects the openingofthe controlling circuit to the electromagnet for deenergizing the saidelectromagnet'to apply the brakes and bring the vehicle to a halt. Forthe purpose offerestalling a complete or full stop under `these dangeroperating conditions,-my invention further includes the provision of asecond forestalling mechanism generally designated as 92 operablemanually by the engineman to forestall a complete stop and to substitutetherefor a different controlling condition for the movement of thevehicle, such for example as a predetermined low speed restrictivecondition. The forestalling mechanism 92 is also preferably a singleimpulse controlled stick relay switch of thetype heretofore describedcomprising an electromagnet 93, a plurality of contacts 94 and 95therefor, a manually'operable push button 96 provided for effecting themovement of a plunger 97 connected to the contacts 94 and. 95A', thesaid S iorestalling mechanism being` operable to close controllingcircuits under prescribed conditions which involve an automatic op-`eration of thetrain carried mechanism to initiate a stop effect of thevehicleiand the i'eaching of a predetermined stage of saideifect, aswhen the vehicle 'has been reduced or is running below apredeterminedspeed. Under these prescribed conditionslwhen the pushbutton 96fis operated to 'elevate the'y plunger 9 ,Y contact 94 will bevmomentarily closedI to close the circuit comprising the traincarriedbattery 35, resistance r. conductors,

37 andv 38,'conductor98, coil of relay'93,

cnnductor99, contact 94', conductors 100. 'and 101 contact X which isopen when the speed of the train exceeds a predetermined low limitandwhich is /closedby the speed` circuit controller when the speed, isat or below said predeterminedlimit, this circuit being closed by thecontactr46 and conductor v 47 tothe battery 35. Thus when the speed ofthe-train is below the predetermined low7 limit, the relay coil 93 willbe energized for hold- `ing the contact 94 in closed conditionso-`'l'i'at this circuit is maintainedA closed, the

construction being such that when the speed ofthe train exceeds thispredetermined' low limit the circuit will be opened at the contact X andthe relay coil 93 deenergized for "l opening the contacts 94 and95.:yVhen the circuit is maintained closed, however, the contact 95 i'sin aposition for closing another circuit to control the operation `of thevalve electromagnet. 20, the said valve being Vplaced speed of thevehicle and more specifically under the control of the speed circuitcontroller 45 and the low' speed contact X thereof by means of thecircuit which comprises the train carriedbattery 35, resistance r,conductors 36, 37,. 38,: 39 and `40, lelectromagnet 20, conductors: 41and 102, contact l103 in vertical dotted line position engaging acontactelement `110, conductor 1'11,.contact point 106, contact 95, conductorsand 101', .contact X, speed circuit controller 45, contact`46, 'andvconductor 47 to the battery y35, this circuit-.when closed, as afterthe predetermined low speed has been reached and the forestallingmechanism9s: has. been'oper'a'ted,r effecting the enunder the control ofthe predeterminedy low o ergization of the electromagnet 20 for permitnapplied, necessitating again a reduction of the speed of the trainto orbelow/"the said predetermined low limit, an'dfanother mam* ualoperationof-the forestalling nie'chanisn A 92 to effect a release of thebrakes; l

With'k the above vdescribed'mechanism it will be found that the vehiclecarried mech-" anismv is operated-,automatically by the roadsidemechanism under caution and-danger track conditions toproduce a desiredeffect such as a stop7 eiiect in the condition QI" the vehicle,forestalling means being provided'4 operable under caution roadsideconditious for forest'alling the full stop, the said forestalling: meansbeing rendered active, however, only after the operation offthemechanism has initiated the sto-pi effect and after a safestage of saideffectA has beenv reached, the 'forestalling operation being ef-jVfective for substituting for the stop effect a safe speed controleffect, a second and independentf manually operated -foi'estalling meansbeing provided under -dangerV convditions to forestall the full stop,Vthe second forestalling means being lalso rendered active onlyafterathe operation of the/train and roadside mechanism` has initiatedthe stop effect andA only after another stageof said eifect which issafe under danger condiy tions has been reached, the forestalling means.

being effective for lsubstituting `a different speed'control effect forthe stop effect pro-1 duced, forestalling of Aan' undesirable trainaction beingV therefore'rend'ered possible vonly after safe runningconditions of the train have beenfestabl'ished, it being impossible `tooppose or cancel the automatic dictation of ythe roadside mechanism andthe intervention of the engineman being necessitated so as to compelalertness on his part to keep the train moving.

For thepurpose of indicating high, medium and rlow speed conditions ofthe train circuits, and for the purpose of advising the engineman whenthese speeds are made, as a guide to the opera-tion of the manuallyoperable orestalling means, I provide a plurality of cab signalsconnected to the speed control circuits and rendered operative thereby.T o these ends for the high speed circuit there is provided a signal Z2which is lconnected across the conductors and Lltso that when the' speedcontroller Z is closed, this signal will be energized, and when thespeed controller contact Z is opened, this signal will be deenergized toindicatethe speed conditions. For the medium speed circuit, lI provide asecond signal Y2 connecting the conductor 39 to a back contact 10601l ofthe relay contact 95, the signal Y2 being energized when the speedcontroller contact Y is closed, as when the train runs at or below themedium predetermined speed. Thus this signal will be a means forindicating'to the engineman when the orestallingmeans should beoperated, and will also indicate whether or Anot the stick circuit ofthe relay 93 has been made or closed by the operation of saidforestalling means. Y Similarly, for the low speed a signal Y2 isprovided which is connected between the conductor38 and a back contact106?) of the armature contact 95', the signal Xz-being energized whenthe train reaches the predetermined low speed and the speed controllercontact X is closed. The signal X2 theretore alsocomprises a means forguiding the engineman in the operation of the low speed foresta-llingmeans, and forms a vmeans'for indicating whether the stick circuit tothe relay 93 has been made after actuation of the :t'orestallingV means.

As lheretofore mentioned, a further principal object of the presentinvention com'- prehends the production of a track or roadsidevmechanism in which the probability of .Improper behaviour thereof isreduced to a minimum, and in which any defective action therein is madeknown to the engineman so that he may properly control the operation cfhis train, the invention morespecifically comprehending the provision ofa roadside mechanism which is so inter-related with a block signallingsystem that both the roadside mechanism and the block signalling sysfpmare made 'dependent upon each other, thus avoiding those improper orfalse operations so that conversely the behaviour of the signalmechanism is reflected in the indications of the roadside mechanism. c

To accomplish these results, the partial circuit to the ramp 48heretofore referred to is controlled by the relays H and D whichcomprise in the present form of my invention home and distant relaysrespectively, the operation of the roadside signal `112 being alsocontrolled by the home and distant relays H and D, the relay Hrepresenting the condition of the block immediately in advance of thesignal 112, and the relay D representing the condition of the blocksecond in advance of the signal 112. The relay H is controlled by thetrack relay 113 of the next succeeding block, the said track relay beingconnected as usual across the rails T -of the said block, the trackrails being subdivided into a plurality of sections or blocks inaccordance with the usual practice by means of the insulated joints J,the track relays being fed by means of track batteries 114 provided foreach block, the track relay controlling the operation of a contact 115connected in a circuit including the home relay H, the said circuitcomprising a conductor 116, conductor 117, relay H, conductor 118,contact 115, conductor 119, the contact 120 controlled by a circuitcontro-lling switch 121 to be described in detail hereinafter, and aconductor 122 leading through the various relays and switch circuitcontroller contacts and battery, as is well understood Vin automaticblock signalling. The distant relay D is controlled by the relay H of agiven and the next succeeding block bymeans of the circuit including theconductor 116, conductor 123, relay D, conductor 124, contact 125controlled by the home relay H,

and a conductor 126 leading into the block.

through the circ-uit controller of the signal in advance, and throughthe battery as is the usual practice in automatic block signalling. Inoperation under danger conditions, as when a train is present in theblock in advance, the home relay H will be deenergized by the shortcircuiting of the track magnet 113, this eii'ecting the opening of thecontacts controlled by the relay H and the deenergizing of the relay Dfor operating the pole changer contacts (SPP-68; and under caution trackconditions the relay D alone Will be deenergized for operating the polechanger contacts 67 and 68, this action of the relays under danger andcaution conditions being e'ective for opening and reversing circuitconnections respectively in the partial circuit to the ramp 48 forproducing the desired control of the vehicle carried mechanism ashereinbefore detailed.

For operating the signal 112 by the controlling relays H and D, there isprovided4` preferably in thel partial circuit leading to vthe ramp 48,the electromagnet 77 controlling a contact 127 for1ningpart of thecircuit including the conductor 128, operating and holding mechanism ofthe signal 112, a signal battery 129, kand a conductor 130 a secondcontact 131 underthe control of thel distant relay -D being provided forcontrolling the opening and closing of another circuit to the signal112, the said circuit including the battery 129, conduct-m130, conductori 132, contact 131, and conductor 133to the operating and holdingmechanism of' the signal 112. By this construction Whenthe control@relay H is deenlergized, as under -danger conditions, the electromagnet77 is also de- `energized and the contacts 127 and 131 are opened tocau-se the signal 112 to move to danger position, and when the relayD-alone is deenergized under caution condi-tions the f contact 131 isopened to V'cause'the signal 112 to-move to caution position.

For indicating on`v the lsignal mechanismt anyy defective behaviour 1nthe roadsidev mechanism, I provide means Jfor detecting the integrity ofthe ramp48 andthe cir-cuits controlling the-same, the said meanscomprising a normally closed detecting circuit Which includes roadsidebattery 66, the conductor7 2,

contact point 7l, the pole changing contact.

68, the conductor 70, the ramp48, a conductor 134 leading from the ramp,conductor 80,

Contact 69, conductors 79 and' 78, Arelay 77 conductor 76, contact 67,contact point 75, conductors 74 and 73 to Vbattery 66. Vhen the ramp isdestroyed or any part ofy thislcircuit broken, this circuit' Willbeopened to cause the deenergization of electromagnet 77v and the openingofthe Contact 127 cointrolled thereby, causing the signal 112 tomove todanger position, any defect in the ramp or in the circuitcontrolling thesame being by this meansindicatedv in the signalling mechanism. r

For conversely indicating .in the ramp 48 any defective operation of thesignal mechanism 112, as When the signal improperly indicates a dangercondition, there is provided the switch contact 82 heretofore reerredto, the said contact being connected for movement with the signal 112,the said switch contact 82 being movable over an arcuate Contact element135 for/keeping the partial circuit ofthe ramp closed When the signalindicates clear or caution and `for opening this circuit when the signalis at a stop or danger position.

By the cooperation of the above recited,

roadside circuits, therefore, it Willbe obvious that the rampcontrolling circuit and the signal controlling circuits are madedirectly dependent upon the same controlling elements, thus eliminatingthe dependency of the rampcircuit on the signalling circuits to avoidimproper orL false operations inherent in the signalling apparatus frominfluencing thel action ofthe-ramp, the ramp and signal to a. trackswitch means 136vand being opera- 7 tive when the passing siding PT isconnected to the main track T for 'opening the contact 120 and forclosing a Contact 137, opening of the contact 120 being effective fordeenergizing the relay H and forr consequently deenergizing the relay D,the closing of the switch contact 137 being effective for producingcaution conditions: inthe roadside and signalling mechanism. By theclosing of the contact 137 the relay 7 7 is energized by means of thecircuit including the battery 66, conductor 72, back contact 88, contact67,

' conductor7 6, electromagnet 77, conductor 78,

the conductor 138, contact 137, the conductor 1397 the contact 140controlled by the' track relay 113, conductor 141, conductors 81 and134, ramp 48, conductor 70, contact 68, back contact point 89, andconductor 73 to battery 66; and by closing this circuit and theenergization of the magnet 77 the contact 127 controlled thereby isclosed, and this With the opening of the-contact 131 due to thedeenergization of the control relay D effects the movement of the signal112 to caution posi tion to indicate a speed restriction for movement ofthe train from the main track to the siding track. Under this conditionof operation, the ramp '48 is energized so as to operate the traincarried mechanism to place the-same under speed restrictive control, theY said ramp being energized by the circuit including the battery v66,the conductor 72, back tor 141, the contact switch 82 closed undercaution conditions, and conductor 83 tothe rail T, the circuit beingclosed through lthe train partial circuit, the ramp 48, conduct'or 70,contact 68, back contact point 89 and conductor 73 to the battery 66.

Referring novv to Figure 2 of the drawing, A

I show a diagramof the Vmanner of control- .ling the speed of the trainequipped With myautomatic train control mechanism, this diagramillustrating the operation of the train when'controlled by the enginemanand when controlled automatically. In this tigure the speeds controlledby the contacts X, Y and Z referred to in Fig. 1 are represented byyactualfnumerical value, such as `contact point 88, contact 67, conductor76, electromagnet 77, conductors 78 and 138, contact 137, conductor 139,contact 140, conduc- 15 miles per hour V:tor low speed, 30 miles perhour for medium speed, and approximately miles per hour for maximumspeed.y rhe curve shown by the heavy line 0 1 2 3 Ll-5 6 7 representsthe' limiting speed atY 'in obedience to the indications of theroadsidesignalling mechanism, then the automatic train control will not act totake away the control of the train from the engineman. rThis isillustrated by the broken line curve of the train is held to'this curve,then automatic application of the air brakes does not take place.

The lines T T represent the railway track, J J the insulating joints intherails of the track T T dividing the same into sections or blocks asBO, BA, BB, BC, BD and BE. In the diagrammatic illustration these blocksare shown protected by two position home and distant signals on the samemast, as for example A2 and A for block BA, B2 and B for block BB, C2and C for block BC, etc. It is obvious that single arm semaphore signalsof the three-position typewould answer the same purpose, giving the sameindications.

For each block there is provided a ramp rail as shown, the ramp A beingprovided for the block BA, ramp B for the block BB, ramp C for the blockBC, etc. These ramps are located in proximity to the various siffnalsWith which they are connected as inc icated. The block BC is assumed tobe occupied so that the signal C C2 for this block indicates stop. Thenext preceding block BB is accordingly a caution7 block, and the signalB B2 thereof indicates caution, While the second preceding block BA isaccordingly a clear block, the signal A A2 thereof indicating safety7conditions. Similarly, the signals D D2 and E E2 for the blocks BD andBE indicate clear track conditions ahead. Under these conditions,therefore, the ramp B is in a condition to transmit the indication ofcaution to the vehicle, the ramp C is in a condition to transmit theindication of .stop to the vehicle, and the ramp D is in a condition totransmit the indication of clear to the vehicle.

yThe method of operation and control of the train by the present traincontrol system may be conveniently followed from the curve shown in Fig.2. If the vehicle is operated just at or under the maximum limitingspeed, as along the line 0 1, the train Will proceed Without anautomatic application of the brakes taking place. 1f the engineman 5'should attempt to exceed this maximum lim-V resented by the curve 3 5.

iting speed, then an automatic application of the-brakes Will takeplace, the controlling circuit forjthe electromagnet 20 being opened atthe lcontact Z. Just as soon, however, as the speed is reduced, thecontact Z is again pipe of his train and continue underrthe maximumspeed.

If the train is proceeding at or just under the maximum speed to thecaution ramp B in disregard or violation of the indication of the signalindication B B2, then an auto-V Vmatic application takes place, so thatthe speed of the train is retarded as represented by the curve. 1 2.When the medium speed of'SO miles per hour is reached, as at the point2, the engineman may continue at or just under the 30 mile speed insteadof having his train brought to a stop by operating forestallingmechanism 92, and by the opera- .70 made and the electromagnet 20energized,. and the condition for automatic application is thus relievedso that the engineman mayv operate his brake valve to recharge thebrakeY of time is consumed so that the speed of the train is retardedand then accelerated to the point 9 illustrated by the loop X. It isassumed that the engineman now being alert, Will prefer not to have afurther automatic application of his brakes take place, and therefore heWill proceed with his train as represented by the broken line 910-11-12, operating the low speed forestalling mechanism 92 when thespeed is reduced to the loW prescribed rate so that when shoe 49 of thevehicle contacts the danger ramp C, no application of the brakes takesplace.

1f the engineman does not proceed along the broken line 9 10 11 12, butallows the speed of the train to return to the line 2 3,

and proceeds along this line to the rampy C,

then another automatic application of the brakes takes place, retardingthe train as rep- If when this point is reached the engineman operatesthe low speed forestalling mechanism 92', the full stop may beforestalled and the train may proceed under the low limiting speed; andif the train is operated to continue under the low limiting speed, asalong the lines 11 12, further automatic application will be avoided,andif this'speed is again exceeded, an automatic application Will againtake place, necessitating again a reduction in speed and a furtheroperaton of the forestalling mechanism. When the point 5 is reached inthe speed of the train, an'interval of time cob the loop Y.

If on receiving the automatic stop application at the ramp C theengineman makes nov attempt to operate th-e low speed fore.- stallingmechanism, the train Will be brought to a stop as indicatedby the speedcurve 3-5-4- When this takes place, thetrain may proceed when theengineman operates the forestalling mechanism 92, and the speed of thetrain can be accelerated along the curve v-Q/-to the point l1, and thetrain may continue Without further automatic application if the brokendotted line 11-12 is followed.

Since block BD is clear as illustrated by the indications of the signalD-D:2, then rframpD is in a condition to restore normal runningconditions tothe train upon contact of the shoe 49 With the ramp D,andthe engineman may thereafter accelerate the speed of his train alongthe curve 6-7, the engine- Yman keeping the speed of his train somewhatunder the maximum speed so that the train speed Will be accelerated tothe point 6A and continue thereafter along the line 6A--7A just belowthe maximum permissible 'speed lhile I have shown my device in thepreferred form, it Will be obvious that many changes and modificationsmay bemade in the structure disclosed Without departing `from the spiritof the invention, defined in the following claims.

I claim:

.1. A manual-automatic speed control system, in combination, a vehiclecarried elec- "trically operated device, mechanism including vehiclecarried and roadside means operated in response to normal or clearroadside conditions for producing a normal state of operation andoperated in response to a non-clear roadside condition for producinganother state of operat-ion of said device and vehicle carried meansfor-restoring the normal state of operation of said device and forplacing the same under the control of ythe speed of the trainunder thesaid nonclear roadside conditions comprising a means normallyinoperative and rendered operative when said mechanism is operated inresponse to the non-clear condition, a speed controlled means and amanually operable single impulse responsive means, all of Whichcombinedly control the restoration of said Velectrically operateddevice, the said manually operable single impulse responsive means eingin turn under the control ofthe said speed controlled means.

2. A manual-automatic speed control system, in combination, a vehiclecarried electrical-ly operated device, mechanism including vehiclecarried and roadside means operated in response to normal or clearroadside 'conditions kfor producing anormal state of operation andoperated in response to a nonclear roadsidecondition forproducinganotherY state of operation of `said device and vehicle carriedmeans for restoring the normal state of operation of said device and forplacing the same under the control of the speed of the train under the`said non-clear roadside conditions comprising a make and break meansnormally inoperative and rendered operative Whensaid mechanism isoperated in response to the non-clear condition, a speed controlledContact device and a manually operable contact device, all .of whichcombinedly control the restoration of said electrically operated device,the said manually operable' device lbeing in turn under the control ofthe saidspeed controlled device, and a single` indicating means underthe control of said manually-operable contact device.

3. A manual-automatic speed control system, in combination, a vehiclecarried electrically operated device, mechanism including vehiclecarried and roadside means operated in response to normal or clearroadside conditions for producing a normal state of operation andoperated in response to` a caution roadside condition for producinganother state of operation of said device and vehicle carried means forrestoring the normal state of operation of said device and for placingthe same under. the control of the speed of the train under the saidcaution roadside conditions comprising a means normally inoperative andrendered operative When said mechanism is operated in response to thecaution condition, a speed cont-rolled means and a manually operablemeans, all of Which combinedly control the restoration of saidelectrically operated device, the said manually operable means being inturn Vunder the control of the said speed controlled means, under bothclear and caution operations of said mechanism.

4. A manual-automatic speed control sys- Y tem, in combination, avehicle carried electrically operated device, mechanism includingvehicle carried and roadside means operated in response to normal orclear roadside conditions for producing a normal state of operation andoperated in response to a caution and a danger roadside -condition forproducing another state of operation of saiddevice and vehicle carriedmeans for restoring t-he normal state of operation of said device and`for placing the same under the control of the speed of the train Vundereither of the said caution or danger roadside conditions comprisingmeans normally inoperative and rendered operative ,when said mechanismis operated in response to the caution or danger condition, a speedcontrolled which combinedly control the restoration of'y said`electrically operated device, the said manually operable means being inturn under the control of the said speed controlled means for bothcaution and danger roadside conditions.

5. A manual-automatic speed control system, in combination, a brakevalve magnet, mechanism including a vehicle carried con- ]btrollingrelay, a vehiclecarried shoe and a roadside ramp operated in responsetonermal or clear roadsider conditions for producing a normal state` ofoperation and operated in'response to avnon-clear roadside lgcondition'for producing another state of operation-of said magnet andvehicle'carried means for restoring the normal state of cperation ofsaid magnet and for placing the same under the control of the speed ofthe zotiain-'under the said non-clear roadside conditions comprising a'circuit controlling means normally inoperative and rendered operativewhen said relay is operated in response to the non-clear condition, aspeed A`controlled means and a manually operable single impulseresponsive means, all oi"- which coinbinedly control the restoration ofsaid electrically operated device, the said manually operable singleimpulse responsive 304'means being in turn under the control of the saidspeed controlled means.

6. A manual-automatic train control system, in combination, anelectrically operated.

vehicle control device, a vehicle circuit there-- u-tor for normallyenergizing the same, means including roadside mechanism active foropening said circuitto'eiifect deenergization of said device, andvehicle means for re-energizing said device` comprising a second cir-4'o'cuit including a make and break device closed i5-operation of theengineman, the said switchl upon the opening of the lirst cir nt, aspeed controlled contact device closed when the train reaches a speedbelow a predetermined limit, and a switch means closed by a manual meansincluding instruinentalities under the control of the speed controlledContact device, and a signal indicating means under the conotrol of saidswitch'means.v

""opening said circuit to effect deenergization of said device, andvehicle means for re-energizing said device comprising a second circuitincluding a make and break device ,mi closed upon the openingotl thelirst circuit, 'a Vspeed controlled contact device closed when the-trainreaches a speed below a predetermined limit, and a single impulseresponsive switch means closed by a manual operation ot the engineman,the said single impulse respoiisive switch means includinginstrumenior'ior normally energizing the same, means including roadsidemechanism active Jfor opening the 'said circuit toeiiect-deeiiergization ot said de vice and vehicle means for re-Venergizingsaid device comprising a 'second circuit including a make andbreak device closed upon the opening of the first circuit,

a speed controlled contact device closed when the train Yreaches aVspeed below a predetermined limit and a mechanically operable sin--iinpulse responsive switch means closed byA a manual operation of theengineman-and openable by a break in the circnit'at the said speedcontrolled device.'

9. In la "manual-automatic Itrain control system, in combination, anelectrically operated vehicle' control device, a vehicle circuittherefor for normally ei'iergizing the same,

means including roadside mechanism activefor opening the said circuit toeii'ect the deenergizatioii et said device, and vehicle means forrceiiergizing said device comprising a second circuit including a makeand break device closed upon the opening of the first circuit, a speedcontrolled ycontact device closed when the train reaches a'speed below apredetermined limit, and a single impulse responsive stick relayswitch'means closed by a manual operation ofthe engineman. 1

l0. A. manual-automatic train control systeni, in combination, anelectrically operated vehicle control device, a vehicle circuit thereforfor normally maintaining the said device in a given condition, meansincluding ioadside mechanism active for operating the said circuit tochange the condition of the said device, vehicle means for returning thesaid device to its normal condition comprising circuit controlinstrumentalities includiii'ga make and break device controlled upon,

electrically operatedy vehicle control device, a vehicle circuit'tlierelthe operation ot the said circuit, a speed controlled contact deviceclosed only when the train is proceeding below a given speed, and L asingle impulse responsive switch means closed only by a manual operationand openable automatically by the opening of the said speed controlledcont-act device, whereby the said vehicle control device after theautomatic operation thereof may be restored to its normal condition whenthe train reaches Y system, in combination, vehicle carried mecli,

ing means'underthe controlof Asaid manually operable means.

12. In a manual-automatic vehicle control system, in combination,vehicle carried mechanism, means including roadside mechanism forautomatically operating said vehicle carried mechanism under caution anddanger track conditions to produce av predetermined eiiect in thecondition of the vehicle, a speed controlled means and'manuallyoperablesingle impulse responsive means under the control of the speedcontrolled means for foiestalling the production of such effect underproper vehicle speed restrictive conditions.V

13. In a train control system, in combination, an electrically opera-tedvehicle control device, a vehicle circuit therefor for normallyenergizing the 'same provisions including roadside mechanism active foropening the sai-d circuit'to effect de-energization of said device, andvehicle provisions for re-energiz- 'ing the said device comprising asecond cirvcuitincluding a make and break device closed upon the openingof the first circuit, a speed controlledcontact device closed when thetrain reachesa speed below a predetermined limit, and asingle impulseresponsivev switch means closed by a manual operation of the engineman,and instrumentalities for holding said switch means closed only when thesaid contact device is closed.L l

14. In a train control system, in combination, an electrically operatedvehicle control device, a vehicleA circuit therefor for normallyenergizing the same, provisions including roadside mechanism active lforopening the 'saidcircuit to effect `de-energization of said device, andvehicle provisions for re-energizing thers'aid device comprising aVsecond circuit including amake andbreakdevice closed upon the openingof the first circuit, a speed controlled Contact device closed when thetrain reaches a speed below a predetermined limit, anda switch meansclosed by a manual operation of the engineman, said switch means beingconnected in 'circuiti to the' speed controlled contact device so as tobe always under the control of the latter.

15. In a train control system, in combination, an electrically operatedvehicle control device, a vehicle circuit therefor for normallyenergizing the same, provisions including'roadside mechanism active for,opening the said circuit to effect de-energization of saidV device, andvehicle provisions for re-energizing the said device comprisinga secondcircuit including a make and break device closed upon the opening ofthefirst circuit, a speed controlledcontact device closed when the trainreaches a speed below a predeterymined limit, a manually operable stickrelay tion, an ,electrically operated vehicle control device, a vehiclecircuit therefor for normal- -ly maintainlng the said device in a givencondition, provisions including roadside mechanism active for operatingthe said circuit to change the condition of the saidde- Vvice, andvehicleprovisions for returning the said vdevice to its normalvconditioncompris- Ying circuitcontrol instrumentalities includinga make and breakdevice controlled upon the operation of said circuit, a speedcontrolledcontact device closed only when the train is proceeding belowa givenspeed, and a switch means lclosed only by a manual operation andheld closed only when the said speed controlledv Contact device isclosed, whereby the said vehicle lcontrol device after an automaticoperation thereof may be restored to its normal condition when the trainreaches a speed below a predetermined limit and when the enginemanoperates the switch, and signal indicatingY means under the control ofsaid switch means.

I7; In a train control' system, in combination, an electrically operatedvehicle control device, a-vehicle circuit therefor for normallymaintaining the said device ina given condition, provisions includingroadside mechanism vactive for operating the said circuit to change thecondition of the said device,

and vehicle provisions for returning the said device to its normalcondition comprising circuit controlj instrumentalities including a makeand break device controlled upon the operation of said circuit, arspeedcontrolled contactdevice closed only when the train is proceeding below'a given speed, and a mechanically operable single impulse responsiveAswitch means closed only by a manual operation and openableautomatically kby the openingy ofv said speed controlled contact device,whereby the said vehicle control device after an automatic operationthereof may be re.- rstored to its'normal condition when the trainreaches a speed below a'predet'ermined limit and when the enginemanoperates the switch.

18. The combination in a train control system with a vehicle carriedmechanism including a train control means,`of a roadside mechanismcomprising an energy transmitting device, an energizing circuittherefor, roadside signalling apparatus, meansV controlled by roadsideconditions for operatingboth the signalling apparatus and the energizingcircuit to indicate such roadside conditions,.detectingmeans Vconnectingsaid energizing circuit and said signalling apparatus operable upondefective behaviour of the circuit tol operate the signalling apparatustoindicate such de- `ifecttherein, and detecting means connecting thesignalling apparatus with the said circuit for indicating in the saidcircuit the behaviour of the said signalling apparatus. Y 19. Thecombination in a train control system with a vehicle carried mechanismincluding a train control means, of a roadside mechani` m comprising anenergy transmitting de- 7ice, an energizing circuit therefor, roadsidesignalling apparatus including circuit means therefor, means controlledby roadside-condi- 7' tions for operating both the signalling circuitmeans andthe energizing circuit to indicate such roadside conditions,detecting means connecting said energizing circuit and ,saidV signallingcircuit means operable upon defective beh aviour of the energizingcircuit to operate the signalling apparatus to indicate such defecttherein, and detecting means connecting the signalling apparatus withthe said energizing circuit for indicating'in thev said circuit i thebehaviour of the said signalling apparatus. p

20. The combination in a train control system with ax vehicle carriedmechanism including a train control means, of a roadside mechanismcomprising a ramp, an energizing circuit therefor, roadside lsignallingapparatus, means controlled by roadside conditions for. operatingbothtlie signalling apparatus and the energizing circuit to indicatesuch roadside conditions, detecting means connecting said energizingcircuit and said signalling apparatus operable upon defective behaviourof the circuit to operate the signalling apparatusto indicate suchdefect therein, and

detecting means connecting the signalling apparatus with the saidcircuit for indicating in the said circuit the behaviour of the saidsignalling apparatus.A i

2l. The combination in a train control system with a vehicle carriedmechanism including a train control means, of a roadside mechanismcomprising an energy transmitting device, an energizing circuit thereforincluding a source `of energy and circuit changing means. roadsidesignalling apparatus, means thesaid circuit to operate the signallingapparatus, and detecting-:means connecting the signalling apparatus withsaid energizing circuit for indicating in said circuit the behaviourofthe signalling apparatus.

22. The combination in a. train control system With. a vehicle carriedmechanism includ- .ing a train control means, ofa' roadsidermech- ,anismcomprising an energy transmittingdevice, a partial 'energizing circuitthereforincluding a source of energy and a pole changer,

a roadside signalling apparatus, means con-ff:

trolled by roadside conditions for operating the signalling apparatusand for loperating the'partial circuit to reverse the direc-tion of flowof and to'discontinue the current therein under caution and danger trackcondi-1;v

tionsrespectively, a detecting circuit; forsaid energy transmittingdevice, means connecting ysaid detecting circuit and said roadsidesignalling apparatus operable upon opening of the said circuit tooperate the signalling apenergy, a pole changer and a track rail,roadside signalling apparatusincluding signalling circuits, meanscontrolledv by `roadside conditions for operating the signallingcircuits to indicate caution and danger track conditions and foroperating the partial circuit to reverse the direction of How of and todiscontinue the current 'therein under caution and danger-conditionsrespectively, a detecting circuit for said ramp, a relay connecting saiddetecting circuit and said roadside signalling circuits operable uponopening of the said vdetecting circuit to operate: the signallingapparatus, and detectingmeans including a switch connecting thesignalling apparatus With said partial circuit for indicating in saidpartial circuit the behaviour of the signalling apparatus. l

24. The combination in a train controli system ,With the track rails, ofroadside mechanism compris-ing an venergy transmitting device, anenergizing circuit therefore, roadside signalling apparatus, -meanscontrolled by conditions on thev track rails for operating both the'signalling apparatus and the ener- ,sizingcircuit to indicate suchconditions therein, and provisions interconnecting the energytransmitting device and the signalling apparatus for indicating in thelatter a defective behaviour of the former, and for indicating in theformer the defective behaviour of the latter. Y v A.

Q5. The combination in a train control system With main track rails andsiding track rails, of roadside mechanism comprising an energytransmitting device, an energizing circuit therefore. roadsidesignalling apparatus, means controlled by conditions on the main trackrails for operating both the signalling apparatus and the energizingcircuit Yto indicate such conditions therein, provisions interconnectingthe energy transmitting device and the signalling apparatus forindicating in the latter a defective behaviour of the former, and forindicating in the former the behaviour of the latter, and meanscontrolled by the conditions of the siding track rails for operatingboth the signalling apparatus and the energy transmitting devic-e to produce predetermined indications therein.

26. The combination in a train control system with main track rails andsiding track rails, of roadside mechanism comprising an energytransmitting device, an energizing circuit therefor, roadside signallingapparatus, mea-ns controlled by conditions on the main track rails foroperating both the signalling f apparatus and the energizing circuit toindicate clear, caution and danger roadside conditions therein,provisions inter-connecting the energy transmitting device and thesignalling apparatus for indicating in the latter` a defective behaviourof the former, and for indicating in the former the behaviour of thelatter, and means controlled by the conditions of the siding track railsfor operating both the signalling apparatus and the 4energy transmittingdevice to produce clear and caution indications therein.

27. In an automatic train control system, the combination with trackwaymeans automatically conditioned in accordance with traiic conditions, oftrain control apparatus on a vehicle governed thereby and comprising anormally energized electrically operable brake control device actingWhen de-energized to cause an automatic application of the brakes of thevehicle, a stick relay, an energizing circuit for said brake controldevice including contacts governed by said stick relay and maintainedclosed if said relay is energized, speed contacts operated by aspeedresponsive device driven from the Wheels of the vehicle and openwhen the vehicle is traveling at excessive speed, an energizing circuitfor said stick relay including said speed contacts, and manuallycontrollable means for determining the closure of said energizino`circuit for the stick relay at one point, said manually controllablemea-ns normally maintaining said circuit open and being effective toclose said circuit for a limited time only after each manual operation.

28. In a train control system for railroads having a track divided intoblocks, each provided With a normally closed track circuit, a Waysidesignal at the entrance to each block controlled by the track circuits ofblocks in advance, an impulse transmitting device on the track near eachsignal for cooperating With vehicle-carried means to govern movement ofthe vehicle, a control circuit for each device for governing thecontrolling condition of said device, means automatically controlled inaccordance With trailic conditions for rendering said control circuitinoperative,

a checking circuit and a source of current associated with each of saiddevices and including part of its control circuit, electroresponsivemeans in said kchecking circuit for governing the corresponding Waysidesignal, and other means automatically controlled in accordance Withtraiic conditions for opening said checking circuit, whereby saidelectroresponsive means cannot be energized and the correspondingWayside signal indicate clear if there is an interruption in that partof the control circuit for the corresponding impulse transmitting deviceincluded in the checking of that device.

Signed at Chicago, in the county of Cook, and State of Illinois, this23rd day of November, A. D. 1922.

ARCHIBALD G. SHAVER.

